fairman



(No Model.) 3 Sheets-Sheet 1.

S. FAIRMAN.

. GAR BRAKE. Y No. 291,841. Patented Jam. 8, 1884.

- Fui- "If y l I v A 'I E h A\ 11. 1 E WITNEEEEE Inn/ENT :lm

N. PEYEHS. Plmloulmgmphur. wnshingmu. D. C.

(No Model.)

3 Sheets-Sheet 3. S. PAIRMAN.

GAR BRAKE.

Patented Jan. 8,11884.

liiiirnfo @rares Ferarri" erica..

SIMON FAIRMAN, OF BALTIMORE, MARYLAND, ASSIGNOR OF ONE-HALF TO JOHN G.MITCHELL AND VILLIAM S. TAYLOR, BOTH OF SAME PLACE.

SPECIFICATION forming part of Letters Patent No. 291,841, dated January8, 1884.

(No model.)

To @ZZ whom, it may concern:

Be it known that I, SIMON FAIRMAN, of the city of Baltimore,and State ofMaryland, have invented certain Improvements in CarBrak es,

of which the following is a specification.

This invention relates to a car-brake in which the brake mechanism isactuated primarily by checking the speed of the locomotive and tender,and the consequent pressure of one car 1o against another as they aresuccessively checked. In other words, the speed of the engine and tenderbeing reduced by the reversal of the driving-wheels or by other means,the rst or adjoining` car, in view of its momentum, is

forced against the tender and its brake mechanism putin operation. Thechecking of this car causes the second one to advance upon the first,when its brake mechanism is automatically actuated, and so on until thebrakes on 2o the whole train are applied.

In the accompanying drawings, forming a part hereof, Figure I is a sideview of a portion of a train provided with my improved brake mechanism.Figs. II, II'I, IV, V, VI,

2 5 and VII are views of parts ofthe invention on an enlarged scale. l

Similar letters of reference indicate similar parts in all the views.

Referring particularly to Figs. II, III, IV,

3o V, and VI, which show one end only of a car,

A is the frame-work of the car, and B the swivel-bolt around which thetruck O moves when the train is rounding a curve. D D and E E arerespectively the wheels and the axles.

F is the coupling, and G the draw-bar, which extends from the couplingand .bears against a spring, (not shown in the drawings) which serves toretain the coupling yieldingly in an extended position when the `car isseparated from another.

H is a lever having its fulcrum at a in the stand Z), which sta-nd isbolted to the under side of the frame A of the car.

I is a double swinging arm, pivoted at c to the frame A of the car,having at its lower end a roller, d, which rests on the upper surface ofthe lever H. The draw-bar G, which passes between the two parts of theswinging arm I, has a pin, e, whose ends enter a slot, f, in the arm I,and when the draw-bar and coupling are extended, as shown in Figs. I andIII,

the said arm hangs in a vertical position,with

its roller d in a depression, g, in the outer end of the lever H. Theinner end of the lever H is forked and provided with inwardly-projectinglegs h, which restin a groove, i, in the collar k, which is adapted toslide vertically on the swivel-bolt B.

K is a shaft-or spindle with one end pivoted to a block, L, fastened tothe upper surface of 6o a bar, M, which is bolted to the truck of thecar, and the other pivoted to a projected portion, Z, of the collar 7:.

N is a worm-wheel adapted to revolve loosely on the spindle Ii, havingteeth on a portion only of its circumference, and O a worm keyed to theaxle E.

P and Q, are respectively a ratchet-wheel and a sheave, which vare castor attached together, and adapted to turn independently of 7o thespindle K, in the same manner as the worm-wheel N. A pawl, m, on theside of the worm-wheel N engages with the ratchet-wheel l?, and therotation of the said worm-wheel N in one direction is thereforecommunicated to the said ratchetwheel and its sheave. A chain, n, issecured to the sheave Q, and after passing around a smallguiding-sheave, o, (shown in Figs. II, III, and VL) is attached to thebrake-lever p, which is ofordinary con- 8o I struction, and operates thebrake-shoes q in the usual manner.

Parts of the invention not yet alluded to will be described and theiruses fully set forth in the description of the operation of the saidinvention which follows. supposing the train to be in motion, thedraw-bars and couplings are all extended, and the arms I throughout theentire train in a vertical position, with their rollers l resting in thedepressions g in 9o the levers H. The outer ends of the said levers arethus held in a depressed position, with their inner ends and the collars7c ele vated, and the worm-wheel N disengaged from the worm O, as shownin Figs. Iand III. This disengagement of the worm-wheel N from the wormO admits of the free revolution of the axles, and the braking mechanismis therefore rendered inoperative.

To apply the brake, the speed of the enroo gine and tender is checked inany manner, when the couplings are forced in, which carries the arms Ito the second position, (shown particularly in Fig. II,) and theWorm-Wheels brought in contact with the revolving Worms on the axles.The Worm-wheels are thus put in revolution, and the brake-levers 7Loperated by the Winding of the chains on the sheaves Q, which receivetheir movement vfrom the wornrwheels, as before described.

To provide against the application o` the brakes in backing, I furnisheach car with a rod, r, which extends its entire length and to the facesof the couplings, and has springs s to hold it in a central position7 asshown in Figs. I and VII. These rods have bars R extending from them, asshown in the drawings, or they may be pivoted to the frame A andconnected to the said rods by means of pins, in a manner similar to theconnection between the draiv-bars and the arms I. The tender has also arod, r, and a hand-lever, n, or ot-her similar device, whereby the rodmay be forced back and be brought in contact with or made to approachthe rod on the irst car. The rod on this car can thus beforced towardthe rod on the second car, and that of the second toward the third, andso on throughout the entire'train.

W'hen it is desired to back the train Without applying the brake, thehand-lever c is thrown forward, when the distance between the couplingsis decreased andthe ends of the rods r brought in contact, and the Wholesystem driven back. In the movement of the rods 1', the bars R arecarried over the outer ends ot' the levers I-I, which secure them in adepressed position, without reference to the position of the arms I.

In using the swivel-bolt B as the support and guide for the collar Itthe brake mechanism is not interfered with or dislocated in roundingcurves.

It will be understood that the pressure obtained by the advance of onecar on another which is checked in speed is not directly employed toeffect the braking operation, but merely to put in motion a system ofdevices which actuate the brake-shoes through the ordinary brake-levers.

Bys-pgroviding the worm-wheels N with teeth on a portion only of theircircumference, the tension placed upon thc chains a is limited, andunder no circumstances can they receive a strain greater than what isprovided for in the adjustment of the brake.

I claim as my inventionl. In a car-brake, the combination of a caraxle,a Worm secured to the said axle, an independent shaft Carr-ying aWorm-Wheel and susceptible oi" being moved toward and from the Worm, asheave on the independent shaft, a chain to connect the said sheave withthe ordinary brake mechanism, a longitudinallymoving` dra\v-bar, andmeans to communicate movement from the said draw-bar to the saidindependent shaft and its attachments, substantially as specified.

2. In a car-brake, the combination of a can axle, a worm secured to thesaid axle, an indcpendent shaft carrying a Wor1nwheel with teeth on aportion only of its circumference, a-nd adapted to have movement towardand from the said Worm, a sheavc on the said independent shaft, a chainto connect the said sheave with the ordinary brake mechanism, alongitudinally-moving draw-bar, and means to communicate movement fromthe said draW- bar to the said independent shaft and its aty

